Railway-traffic controlling apparatus



Jan. 31, 1928'. 1,657,620

R. M. GILSON RAILWAY TRAFFIC CONTROLLING APPARATUS Original Filed Auz. 19. 1924 ENG 7 ill Patented Jan. 31, 1928.

UNITED sra'resraruur orries.

IVVOBERT M. GILSO N, OF PITTSBURGH, PENNSYLVANIA. ASSIGNOR TO THE UNION S'WITCH &, SIGNAL COMFANY, 033 S'WISSVALE, IPElIFETSYLVANIA, A. CORPORATION OF PENNSYLVANIA.

RAIL UAJL TRJAFFIC GONTBQ-LLIEG APPARATUS.

Original application filecl August l9, 1924, Serial N0. '732,827, new Patent No. 1,631,808, dated June 7,

rear.

lily invention relates to railway traflic controlling apparatus. and particularly to apparatus comprising train carried governing mechanism controlled by energy received from the trackway. More particularly my nfiosent invention relates to the trackway portion of such apparatus.

The present case is a division of my copending application Serial No. 732,927 filed .z-ingusl; 19, 192%. for railway traffic controlling apparatus, which has matured into Patent l lo. 1531.808. dated June '2'. 1927.

I will describe one form of traclzway apparatus embodying my invention. and will then point out the novel features thereof in claims.

The accompanying drawing is a diagrammatic view illustrating on form of tracl= way apparatus embodying my invention.

Referring to the drawing, the reference cl'iaracteis 2 and 2 designate the track rails of a stretch of railway track over which traffic moves in both directions. These rails are divided, by means of insulated joints 8, into a plurality of successive track sections l3C, .etc. The stretch of track shown in the drawing is intended for use in a railway system having electric propulsion, and for this reason impedance bonds 1% of the usual and well known form are provided at the junction of each two adjacent track sections for the purpose of conducting propulsion current around the insulated joints 3.

lileans are provided for at times supplying each track section with alternating currents of different characteristics. As here shown the alternating currents are of different frequencies. A transmission line comprising two line wires 13 and 13 is supplied with alternating current of: one frequency from a suitable source such as an alternator K. and a second transmission line comprising two line wires 12 and 12 is constantly supplied with alternating current of a different frequency from a suitable source such as an alternator J. Current supplied from line wires 18 and 13 is used to control train carried governing mechanism of a suitable type, and I shall hereinafter call such cur cut the train governing current. Alternating current supplied to the tracliway from line Divided and this application filed May 6, 1927.

Serial No. 189,258.

such current the track circuit current.

The'train governing current is preferably,

though not necessarily, of higher frequency than the track circuit current.

Each track section is provided. with two track rel: character R with a suitable distinguishing exponent and one located at each end of the section. Each track relay comprises two windings 10 and 11, one of which windings llhis constantly supplied with alternating current from linewires 12 and 1%. Track circuitcurrent is supplied to each track section. will appear hereinafter, from two track transformers, each designated by the reference character T with an appropriate exponent. One such track transformer is located adjacent each end "of each section and has a secondary winding 5 constantly connected through an impedance 6 across the rails of the section. A train governing transformer is located adjacent each end of each section and has a secondary winding 8 constantly connected through an impedance 9 with the rails of the section. Each such train. governingtransformer is designated by the reference character S with a suitable distinguishing exponent. Associated with each track relay Ris a lin erelaydesignated by the reference character H with a distinguishing exponent. controlled in accordaneewith the usual practice in absolute permissive block signaling systems, and since the control of. these relays forms no part of my present invention I have omitted the circuits from the drawing fon the sake of simplicity. For. example, one form of apparatus embodying line relays controlled in this manner is disclosed in Letters Patentof the United States, No. 1,602,137, granted to H. A. lVallace on Oct0- her 5, 1926, for railway trafiic controlling apparatus. For purposes of. the present disclosure itis sufficient to state that all line relays are normally energized. When a train movingfrom left to right leaves the first passing siding to the left of the portion of track shown in the drawing, line relays s each designated by the reference These line relays are H. H". H etc. which govern trafiic from i right to left are (lo-energized, and each relay will remain in this condition at least until the train has passed out of the section with which such relay is associated. Similarly, when a train moving from right to left leaves. the nssing siding to the left of point C; relays. Ii H and H etc. which govern traflic from left to right, become de-energized, and each relay will remain in this condition at least until the train passes out of the associated scction. Each H relay is further controlled so that when the correspond' ing section becomes unoccupied the H relay forthe direction in which; the train is moving becomes energized. The absolute permissiye bloc-lg signaling system includes a stick relay designated by the reference character Q with a suitable exponent and located adjacent the right hand end of the section. A repeater nelay, designatcdhy the reference character P wit an exponent correspoiuling to the location, is provided for each track section and is located adjacent the left hand end of the section. Referring particularly to stick relay Q, this relay provided with a pick-up circuit over which current flows froinline' wire 12, through wires 18 and 19, contact 20 of relay R, wire 21 back contact of relay ll, wire 23, front contact 24 of relayllf, wire 25 winding of relay QQandj wires 26 and 27 to line wire Th s c r u t; o ed. ly e ay B? anctl} are de-energized and relay H" is eners fedresflw n a t ain mo als f om igh to left enters SQQCIOII A--B Relay H will then openits front contact and interrupt the circuit just traced,hut relay Q will be maintained in; its energized condition, as long as anypart of the train occupies section rel-13, by virtue, of :r stick circuit which may be traced from line wire 12, through wires 28 and, Q Qrhack contact 30 of relay R wire.31, front contact of relay Qf wire 33, winding of relay Q and wires 26 and 27 to line wire 12. when. relay Q is energized, current flows from lineiwire 12, through wires 34 and-35, front contact 36 of relay Q", wire 37, winding ofrelay P, and wires 38 and 39 toline wire 12. Relay P is therefore ener ized, only when relay Q is energized.

Erack circuit current is at times supplied to the primary 4 of tack transformer T over a circuit whiclr passes from line wire 12, through. wires 28 'and 40, back contact 41 of relay P, wire/l2, windine 4 of transformer T and wire 39 to line wire 12. This circuit is closed whenever relay P is deenergized The track transformer T located at the right hand end of section i\l3 is supplicd with track circuit current when relay'Q energized, over a circuit which passes from line wire 12f through wire 14- front contact 4.4 of relay Q, wire 4:5, primary winding t of transformer Tfland wire 27 to line wire 12,

The second winding 11 of relay R is coni the rarirrespomlin nected, through an impedance 15 across the rails 2-and 2 of section A-B adjacent point A. hen relay P" is energized, however, a path of low resistance is closed around impedance 15, which path is through wire 4H3, front contact t7 of relay I and wire 48. When this path is elm-10th imprdamre la") in shunted, so that winding 11 of relay R is connected directly across the rails of section A t}. lVhcn relay Q, is de-onergized, winding ll of relay It connected acr the rails of section. .A.P adjacent point .13 through back contact el-ti hut, when relay Q, is energized this winding 11 completely disconnected from the ai ls.

Train governing current is supplied to the track rails from the alternator K over line wires 13 and 153- and through trai'lsformers S. For example, the circuit for transformer id" may be traced from line wire 13*, through wire 50, front contact 51 of relay H, wire 52, back contact :33 of relay Q5, wire fut, primary 7 of transformer S", wire 55, back contact 56 of relay ll}, and wire 57 to line wire 13. This circuit closed only when relays Q" and R are de-cnergized and when relay ll and when relay ll is also energized, train governing current is supplied from line wire 13", through wire 58, front contact of relay It, front contact 1 of relay P, wire (32, primary '4] of transformer S and wire 63 toline wire 13.

As, shown in the drawing all parts of the tiPl'Jttl'tttllS are in their normal positions, that is, the positions corresponding to the unoccupied condition of the stretch of track here shown. The track transformer T located at the left hand end of each track section is therefore supplying track circuit current to section, but the circuit for the track trans't'oianer located at the right hand end of each section is interrupted at a front contact of the corresponding stick relay. All track relays are energized, all line relays H are energized, and all stick relays Q and repeater relays P are de-energized. The impedance to associated with the track relay R at the loft hand end ol each section is connected in series with the corresponding relay because the low resistance path around this impechinco i open, and winding ll. of the other track relay for each section connected across the rails hy the associated stick relay Q. All train governing transformers S are Lie-energized,

I will now assume that a train moving from left to right passes through the strctch of track shown in the drawing. i this train left the passing siding to the of and: relay ll also hecomes de-.encrgi:zod;

Relays Q) and l are unall'ccted, hut the is energized, ,l hen relay P is energized;

loo

Hid

closing of back contact 56 of track relay R completes the circuit for transformer S which thereupon supplies train governing current to section A B. As the train progresses into section BC, relays R and R? become de-energized and relay H becomes tic-energized. The closing of back contact 56 of relay R completes the circuit for transformer S" which then supplies train governing current to section B-C, and the de-energization of relay H interrupts the circuit for transformer S and so discon tinues the supply of train governing current to section A-B. As the rear of the train passes out of section A-B relays R and R become energized but the remaining apparatus is unaffected. As the train passes out of section BC relays R and R become energired and as the train enters the passing siding to the right of point C the energization of relays H H and H returns the apparatus to its normal position.

I will now assume that a train moving from right to left passes along the track. As such train left the first passing siding to the right of point C, relays H H and H etc. became de-energized but the remaining apparatus remains unchanged. As the train enters section BC it causes the de-energization of relays R and Relay H also becomes tie-energized, butsubsequent to the de-energization of relay R and prior to the opening of front contact 24: of relay H the pick-up circuit for relay Q is closed. The relay Q is subsequently held in its energized condition over its stick circuit which includes its own front contact 32 and back contact 30 of relay R The closing of front contact 86 of relay Q closed the circuit for relay P which thereupon closes its front contact. The opening of back contact 49 of relay Q disconnects winding 11 of relay R fronrthe rails, and the closing of front contact 4st of relay Q? supplies alternating current to the primary 4 of track transformer T Similarly the opening of back contact etl of relay P opens the circuit for transformer T and the closing of front contact 47 of relay P completes the shunt around impedance 15 and connects winding 11 of relay R directly to the rails of section B-C. The de-energization of relay B does not complete the circuit for train governing transformer S because the circuit for this transformer is open at front contact 51 of relay H and also at back contact 53 of relay Q The closing of front contact 61 of relay l completes the circuit for primary 7 of transformer because relay H is energized, and under these conditions section BC is supplied with train governing current from transformer S As the train moves through section A E the operation of the apparatus is the same as just described for section B--(]. As the train moves out of section BC track circuit current supplied to the rails by transformer T energizes relay R which results in the de-energiz'ation of relay Q and hence of relay P Relay R is thereupon reconnected with the rails, the shunt around impedance 15 for relay R opened, and transformer T is energized. At the same time track transformer T is tie-energized. The operation of tne apparatus as the train passes out of section A-l3 will be readily understood without further explanation. \Yhen the train reaches the passing siding to the left of point A. relays H H and H again becomes energized to restore the apparatus to its normal condition.

The trackway apparatus herein shown and described is suitable for co-operation with train carried governing mechanism arranged to be responsive to train governing current in the trackway that is, current of the frequency of alternator K. This governing mechanism is preferably arranged to give-a less restrictive indication when the portion of trackway occupied by the train is being supplied with train governii'igcurrent and to display a more restrictive indication when the supply of train governing current to such portion of track is interrupted. In certain systems suitable for co-operation in this manner the train carried governing mechanism is controlled by the trackway current through the medium of suitable pickup apparatus carried on the train in advance of the front axle. It is obvious that in systems of this character the source of train governing current must at all times be located in advance of the train, as otherwise the train governing current would be shunted away from the receiving apparatus by the wheels and axles of the train itself.

Under certain conditions it may happen that current of train governing frequency is present in the transmission line over which track circuit current is supplied to the rails. This might result in the supply of t 'ain governing current to a section when trafiic conditions in advance of a train are unsafe. It should be pointed out however, that with the apparatus shown in the drawing, the track circuit current is at all times supplied to an occupied track section by a track transformer located in the rear of the train irrespective of the direction of travel of such train. It follows that any stray train governing current present in the transmission line for generator J, or induced in any of the connections or circuits intended for track circuit current, will not be effective to produce an improper indication in the train governing mechanism for the reason that such current will be shunted away from the receiving apparatus by the wheels and axles of the train.

Although I have herein shown and described only one form of trackway apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appointed claims without d cparting from the spirit and scope of my invention.

Having thus described my invention, what I claim is: a

1. In combination, two successive sections of a railway track over which trailic moves in .lioth directions, a first and a second transforn'ier for each section each having a secondary winding constantly connected with the rails adjacent the left hand end of the section, a third and a fourth transformer for each section each having a secondary winding constantly connected with the rails adjacent the right hand end of the section, a first transmission line for at times supplying alternating current of one frequency to the first and third said transforn'iers for each said section, a second transmission line for at times supplying alternating current of a different frequency to the second and fourth transformers for each said section, and means effective when either said section is occupied by a train moving toward the right and when tratiic conditions in advance are safe to connect the second and third transformers of such section with their associated transmission lines, and effective when either section is occupied by a t am moving toward the left and traffic conditions in advance of such train are safe to connect the first and, fourth transformer for the occupied section with their corresponding transmission lines.

2. In combination, a section of railway track. a first track transformer and a first train governing transformer each having a secondary connected across the rails-adjacent one end of the section, a second track transformer and a second train governing transformer each havii'ig a secondary connected across the rails adjacent the opposite end of the stretch, means for normally supplying currentto the primary of the first track transformer, means effective when a train moving in one direction enters thesection to supply current to the primary of the second train governing transforn'ier. and means effective when a train moving in the opposite direction enters the section to supply current to the primaries of the second track transformer and the first train governing transformer.

In combination, a section of railway track over which traffic moves in hoth directions, means for normally supplyin; track circuit current to the rails adjacent one end of the section, means effective when a train moving toward the other end of the section enters such section to supply train governing current to the rails adjacent such other end of the section, and means effective when a train moving in the opposite direction enters the section to supply train governing current to the rails adjacent said one end of the sec tion and to supply track circuit current to the rails adjacent said other end of the section.

t. In combination, a section of railway track over which trailic moves in both direc tions, means for supplying track circuit current to the rails adjacent one end of the section when the section is unoccupied or when the section is occupied by a train nioving toward the other end of the section, means effective when "the section is occu jiied by a train moving in the opposite direction to supply track circuit current to the rails adjacent the other end of the section and to supply train governing current to the rails adjacent said one end of the section, and means effective when a train moving in said one direction occupies the section to supply train governing current to the rails adjacent said each other end of the section,

In combination, a section of railway track over which tratlic moves in both directions, means for supplying track circuit can rent to the rails adjacent one end of the sec tion when the section unoccupied or occupied by a train moving toward the other end :of the section, means effective when the section occupied by a train moving in the opposite direction for supplying track circuit current to the rails adjacent said other end ofthe section, and means ellcctivc when the section is occupied by a train moving in either direction for supplying train governing current to the rails in advance of such train providing tratlic conditions in advance of such train are safe.

In testimony whereof I allix my signature.

ROBERT M. GILSCW.

Hill

Patent Nu 3,557,620.

Gaamed jammy 31 1928, to

RGEERT M. QELSQN.

it is herz-z ny sertifed that QHZOE apps a" the aflmve mzmaamd pamnt requiring ma claim sirike w: the wa -:3 "mesh"; and he rezi Wiih this cmrection themin that m we mass m fiae Pamni ()ifice,

Signed seafied this ZES day 0% Febm Seal.

ia @136 rimeifi specification of ioHmvs: Page i, Him 87 that the said L Hers Patam shwld the same may mnform m the reward wa y, A. D; 1928,

M. E. Meme, Acting fiamsnissmner @5 Families 

